Transmission-gear for gas-engines.



No. 807,048. PATENTED DEC. 12, 1905. A. G. RONAN.

TRANSMISSION GEAR FOR GAS ENGINES. APPLICATION FILED AUG. 11, 1904.

2 SHEETSSHEET 1.

[Iii/16.9868. [rave/don WNW PATENTED DEC. 12, 1905.

I A. G. RONAN. TRANSMISSION GEAR FOR GAS ENGINES.

APPLIGATION FILED AUG.11. 1904.

2 SHEETS-SHEBT 2.

PATENT OFFICE.

UNITED STATES ANSON GROVES RONAN,

OF TORONTO, CANADA.

TRANSMISSION-GEAR FOR GAS-ENGINES.

Specification of Letters Patent.

Patented Dec. 12, 1905.

Application filed August 11, 1904:. Serial No. 220,363.

cation.

My invention relates to improvements in transmission-gear forgas-engines; and the objects of my invention are, first, to dispensewith the usual half-time shaft and gearing thereon, making thedrive-shaft perform functions of same; secondly, to reduce the weight ofengines of this class; thirdly, to relieve the engine-axle of all unduestrain; fourthly, to lower the drive-shaft as far as possible and keepsame horizontal, so that when my en- 'gine is used for marine Work thepropeller will operate at the most efficient angle, and, fifthly, tovertically mount a pair of cylinders abreast and have them eithertogether or singly operate the same drive-shaft.

The construction of my invention will be hereinafter described. The sizeof the pinions used is preferably one-half the size of the wheel keyedto the drive-shaft, so the said drive-shaft may be operated at one-halfthe speed of the pinions in order that the valves and igniter may beoperated therefrom in the same manner in which they are now operatedfrom the usual half-time shaft, as hereinafter more particularlyexplained.

Figure 1 is a side elevation showing two engines equipped with mypreferred form of transmission gear designed for automobilework. Fig. 2is a horizontal cross-section on the line a I), Fig. 1. Fig. 3 is a sideelevation, part of the engine-casing being removed, showing analternative form of my transmission-gear for automobile-work.

In the drawings like characters of reference indicate correspondingparts in each figure.

The cylinders A and B are suitably secured in vertical position to asuitable engine-casing 0, the preferred form of which consists of twohalves D and E, secured together by bolts d. Held in any suitablebearings in said engine-casing is the drive-shaft F. My preferred formof transmission-gear consists of a gear-wheel G, keyed to saiddrive-shaft, which meshes with pinions H and I.

J represents the fly-wheels mounted on the stub-shafts K and K, held insuitable bearings in the engine-casing. In order to relieve thestub-shafts K of all undue strain, I prefer to suitably secure thepinions H and I to their adjacent fly-wheels J. In order to do this, Icut away the center of each of the said pinions, so as to form hollowcenters L therein, which envelop, without touching same, bearings ls forthe stub-shafts K. The pitmen M are secured to the wrist-pins N, whichsuitably connect the fly-wheels J in pairs.

Supposing the cylinder B is developing power, its piston O will forceits connected pitman down in the direction indicated by .arrow, thusrotating the fly-wheels andv gearing in the direction indicated byarrows, thus transmitting power to the drive-shaft F. During thisoperation the cylinder A is of course idle. At the proper time thecylinder A will develop power and transmit same to the drive-shaft F inthe manner before described, while the cylinder B is idle. The enginesshown are four-part cycle; but it will be understood that I may usetwo-part-cycle engines without departing from the spirit of pure air.

My engines will preferably be air-cooled, as shown, and are designed tobe mounted in the front of the vehicle; but of course I do not confinemyself to placing the engines in any particular position in the vehicle.

It is quite apparent that I may use one fiywheel in place of each pairshown; but I prefer to use the four fly-Wheels, as shown, as I find thatthe action of the forces on the engine and engine-casing are more evenlydistributed thereby.

In place of the toothed gear before'described I may use sprocket-pinionsP and connect same by any suitable sprocket-chain Q to sprocket wheel R,suitably secured to the drive-shaft F. The sprocket-pinions P wouldpreferably be secured to the fiy-wheels J after the manner in which thepinions H and I are secured thereto.

I of course may form the pinions H and I and sprocket-pinions P part ofthe fly-wheels J.

It is immaterial to my invention what kind of engine-casing andcylinders are used.

I do not confine myself to the construction with the engine-casing;afirst fly-Wheel journaled in said engine-casing; a stub-shaft for same;a second fly-wheel journaled in said engine-casing; a stub-shaft forsame; a toothed pinion secured to said first fly-wheel; a toothed pinionsecured to said second fly-wheel; a first pitman operating said firstfiy-wheel, and a second pitman operating said second fly-wheel,

of the drive-shaft journaled in said enginecasing, and a toothed wheelkeyed to said drive-shaft and in mesh with said pinions, the saidpinions being one-half the size of said toothed wheel.

3. In transmissiongear the combination with the engine-casing; afiy-wheel journaled therein; a stub-shaft held in said engine-casing andon which said fly-wheel has movement; a pinion provided with a hollowcenter suitably secured to said fly-wheel so as not to embrace bearingfor same, and the enginepitman operating said fly-wheel, of the driveshaft journaled in said engine-casing, and a wheel keyed to saiddrive-shaft and receiving energy from said pinion.

4:. In transmission-gear, the combination with the engine-casing; afirst fly-wheel journaled in said engine-casing; a stub-shaft for same;a second fly-wheel journaled in said engine-casing; a stub-shaft forsame; a toothed pinion secured to said first fly-wheel and on theoutside thereof; a toothed pinion secured to said second fly-wheel, andon the outside thereof; a first pitman operating said first flywheel,and a second pitman operating said second fly-wheel, of the drive-shaftjournaled in said engine-casing, and a toothed wheel keyed to saiddrive-shaft and in mesh with said pinions, the said pinions beingone-half the size of said toothed wheel.

5. In transmission-gear, the combination with the engine-casing; a firstfly-wheel journaled in said engine-casing; a stub-shaft for same; asecond fly-wheel journaled in said engine-casing; a stub-shaft for same;.a toothed pinion provided with a hollow center, secured on the outsideof said first fly-wheel; a toothed pinion, provided with a hollowcenter, secured on the outside of said second fly-wheel; a first pitmanoperating said first fly-wheel, and a second pi tman operating saidsecond fly-wheel, of the-drive-shaft journaled in said engine casing,and a toothed wheel keyed to said drive-shaft and in mesh with saidpinions, the said pinions being one-half the size of said toothed wheel.

6. In transmission-gear, the combination with the engine-casing; a firstlily-wheel journaled in said engine-casing; a stub-shaft for same; asecond fly-wheel journaled insaid engine-casing; a stub-shaft for same;apinion secured on the outside of said first fly-wheel; a pinion securedon the outsideof said second fly-wheel; a first pitman operating saidfirst fly-wheel, and a second pitman operating said second fly-wheel, ofthe drive-shaft journaled in said engine-casing, and a wheel keyed tosaid drive-shaft and receiving energy from said pinions.

In testimony whereof I havesigned my name to this specification in thepresence of twosubscribing witnesses.

ANSON GROVES RON AN.

Witnesses:

EGERTON R. CAs WILMOT R. BLACKHALL.

